Control switch for turn indicators in motor vehicles



Aug. 15, 1950 c. H. H. RODANET 2,518,722 i CONTROL SWITCH FOR TURN INDICATORS IN MOTOR VEHICLES I Filed May 18, 1948 2 Sheets-Sheet 1 \NVENTOR CHARLES H.H. RODANE'I a/fi AGENTS C- H. H. RODANET Aug. 15, 1950 CONTROL SWITCH FOR TURN INDICATORS IN MOTOR VEHICLES 2 Sheets-Sheet 2 Filed May 18, 1948 INVENTOR CHARLES H-H. RODANET I! 9 AGENTS Patented Aug. 15, 1950 CONTROL SWITCH FOR TURN INDICATORS IN MOTOR VEHICLES Charles Hilaire Henri Rodanet, N euilly-sur-Seine,

France,

assignor to Etablissements Ed. Ja ger,

Levallois-Perret, France, a company Application May 18, 1948, Serial No. 27,726 In France June 10, 1947 1 Claim.

The present invention relates to a control switch for turn-indicators as used in motor-vehicles, that is a switch used to cause the display, at the drivers will, of either the left hand signal or the right-hand signal serving on the vehicle to indicate to other vehicles or pedestrians on the road that the vehicle is about to turn left or right.

A great many types of switches of this kind are in existence. Some of them, after the vehicle has completed its turn, have to be restored to their initial position by hand so that the turn-indicator in turn should cease providing its display. Other turn-indicator control-switches return to their initial position automatically, for instance after a certain time, in particular under the control of a time counter, or under the effect of a cam, a tooth or a similar element carried by a movable member of the steering-gear and automatically restoring the switch to its initial rest position when, the steering mechanism has returned to its posi tion of straight-line driving after completion of the turn.

The control-switch according to the present invention is of the, ype adapted to automatically return to its initial inactive position under the action of the steering-gear mechanism when the driver restores said mechanism to its position of straight-line driving after completion of the turn.

The main object of the invention is to provide a control switch of the character described wherein the actuating member of the switch is connected with one of the movable elements of the steering-gear of the vehicle through a connecting system including friction means, through the medium of which, after the switch has been operated by the driver prior to veering, said movable element restores the switch-actuating member to its initial inactive position without the driver having again to intervene as the steering mechanism returns to its straight-line drive posia ticn the vehicle having completed its turn.

Another object of the present invention is to provide a control-switch of the character described wherein the friction means may be formed by a flexible band or a coil spring partially surrounding the steering tube and having its ends secured to the actuating handle of the switch. The invention thus makes it possible to mount the latter without having in any manner to perforate or modify the movable steering tube.

The ensuing description made in reference with the accompanying drawings given by way of nonrestrictive examples will clearly show in what way the invention may be performed.

Fig. 1 is a plan view of the control switch 2 mounted on the steering mechanism of a motorvehicle.

Fig. 2 is a vertical cross-section on the line AB of Fig. 1.

Fig. 3 is a vertical cross-section on the line CD of Fig. 1.

Fig. 4 is a partial plan view illustrating the actuating handle in its left-hand position.

Fig. 5 is a partial plan View illustrating the actuating handle in its right-hand position.

The switch comprises a casing i centrally perforated so as to allow the passage through such central aperture of the fixed tube 2 of the steering-gear of the vehicle. Within said tube 2 eX- tends the movable tube 3 of said steering gear on the end of which the steering wheel (not shown) is mounted. The casing I is secured to the fixed tube 2 by means of a screw s which at its front end carries a stud 5 through which it engages without play a hole perforated for that purpose in the tube 2, the body of the screw 4 passing with play through the hole 5 perforated in the casing I. Blocking is obtained by means of a nut l threaded onto the screw so as to cause it to abut against the inner wall 6' of its recess, this being effective to clamp a '5' between the body of the casing and the tube 2 over a portion of its periphery, according to a well-known manner of securing a part to a tube. The location of the hole in which the stud 5 is engaged may be such that the end of the fixed tub. of the steering mechanism will abut against the under face of the bottom wall of the casing i. In any it will be seen that securing the casing does not require any modification of the movable tube ihe casing l is made of an insulating material, for instance a molded plastic, more particularly a synthetic resin-base material.

Within that casing the following fixed contact elements are arranged:

The part 8 formed by a strip of small thickness secured by means of grooved pins 9 and Hi to the bottom wall of the casing i and carrying at one of its ends a screw H serving as an electrical terminal for connecting the switch to the positive terminal of a source of current;

The part 12 made of a thin metal stamping likewise secured, through grooved pins i3 and M, to the end-wall of the casing and carrying at '1 one of its ends a screw !5 serving as terminal for connecting the switch with the left-hand turn indicator;

The part is also made of a thin sheet metal secured. through grooved pins I 8 and ll, to the end-Wall of the casing and carrying at one of its any suitable material identical with or different from that of the casing I, provides for closure of the casing at its top. It must of course comprise an opening for the passage of the steering tube 3.

Within the casing I an actuating hand-lever 2'0 is pivoted about a pin 2! rivetedat oneof its .ends 22 to the end-wall of the casing I. Said handlever 26 carries at one end an arm 23 projecting from the casing I through a slot 24, and at the other end a pair of side arms 25 and 26. The arm '25 carries adjacent its end, as shown in particular in Fig. 3, a metallic part or finger 2! secured to said arm-e. g. through a rivet. The lower end 28 of the finger 2'! is convex, for instance spherical, and normally bears on' the contact strip under the action of a spring 35 mounted on the pin 2'! so as to urge the hand-lever 29 against the end-wall of the casing In the position shown in Figures 1 to 3, the contact' finger 27 projects into a perforation 29 of the contact strip 8 in which-it is resiliently retained by the action of the spring 30.

The arm 25 of the handlever which is symmetrical with the arm '25 carries a metallic part 3'! similar to the finger 2! and provided like the latter with a convex head 32 applied against the end-wall of the casing under the action of the spring 3'8. 7

"The fingers 2i 3! are electrically interconnected through electric connecting means 331 formed by a strip applied along the :arms 25 and 2t and extending around the pivot pin 2|.

On each 'of the arms 25 and 26, ears 3E and respectively are furthermore providedto which the hook-shaped ends of a coil spring .35 are attached; said spring is rotatable around the movable tube 2 of the steering gear of the vehicle, being applied against a portion of the periphery of said tube. The length of the spring 36 is so calculated that said spring is slightly stretched and frictionally engages the tube 3.

The contact plates [2,15 and 8 are in'rl'ief'with respect to the end-wall of the casing, as will be seen from Figures 2 and 3. Only an insulating boss designated 3?, integral with the end-wall of the casing, forms the passage between the plates l2 and 55, its upper face being flush with that of said plates.

In such conditions, the hand-lever 211 may occupy the following different positions:

(1) The position shown in Figs'l and 3 wherethe contact finger 3! through its hall portion 32 bears on the insulating flat part 31 located between the strips [2 and It and of the same height as the latter, the hand-lever 213 being resiliently. retained in this position because under the urge of the spring 36 of the contact finger 21, penetrating with its ball portion, into the hole 29.

(2) The position shown in Fig. 4 wherein the hand-lever 2.6 .has been shifted to the left and the contact finger 31-32 bears on the contact strip i2, while the contact finger 2'!-28 is clear of the hole 2% and rests against the upper face of the contact strip 8 adjacent "the hole 29.

'(3) The position shown in Fig. 5 wherein the 75 Hounced, The

hand-lever 29 has been shifted to the right and the contact finger 3l-32 bears on the contact strip Hi, the contact finger 21-28 again resting on the top face of the contact strip 8 but on the other side of the hole 29.

This switch operates as follows:

When the driver intends to turn left, he shifts the hand-lever 29 to the left, as far, or substantially as far, as the left-hand end 24 of the slot as, this being efiective to complete the following control :circuit for the left-hand turn indicator: from positive terminal of the source through terminal i l, strip 8., contact finger 28-21, strip 25,

contact finger Si -'32, strip l2, terminal I5, lefthand turn indicator and back to the negative terminal .of the source.

Pivoting of the hand-lever 25 towards the left, that is counter-clockwise, is effective to cause the spring 3% to slide around the steering tube 3 in the same direction, with a frictional engagement of said tube. It is :of course impossible to :drive the movable steering tube 3' in this rotation through such friction, owing'to the resistance opposed rhy the steering mechanism being far too large.

'30 then :urge the vehicle on its turn indicated as above, the driver -rotates'the wheel to the left, that :he drives the tube 3 in a counter-clockwise rotation. The friction exerted by the tube on the spring .36 tends to carry the latter also in a counter clockwise direction, this remaining without eifect because the hand-lever 28 is stopped through abutment of its arm @Zfingainst the end 2 3 of the slot 2% of the casing 1.

After the turn has been completed, and the driver has restored the steering-gear :of the vehicle to its straight-line drive position. the rotation imparted by the, driver through the-steering wheel to the tube "3 is effective to vfrictioria'lly rotate the spring 13 5 a clockwise direction, and thus to restore the switch lever 29 to its inoperative intermediate position shown in Fig. 1. Having reached this position, the hand-lever is latched through engagement of its contact-finger in the hole 2% underthe :action of the spring at. At the same time, the contact-finger 3&4 32 been restored and replaced 'upon' the insulating portion 3-? which separates the contact switches 12 and it, this being effective to break the control circuit for the left-hand turn indicator which then ceases to display :a turn signal.

The switch therefore :hasibeen restored to its inoperative. position without the driver intervenvlcrorn this moment on, the friction exerted between the spring 36 and the tube 3 is no longer strong enough to overcome theresistance opposed to any movement of the hand-lever 20 by its blocking :device, and the switch remains in :its inoperative position regardless of the movements effected by the movable tube 3.

'When the driver wishes to turn right, he shifts the hand lever 2-6 to the right until it engages the right-hand end 2'4" of the slot 2 1, the effect of this being to cause 'the c'ontact-finger 3l32 to shift to the contact strip 1'6 and thus complete the "following control circuit: from terminal ll through strip 8, contact finger '2 82'l, strip 25, contact finger 3'I32, strip 16, terminal l9 to right-hand turn indicator andloac'k to the nega- V tive terminal of the source.

' against the movable tube 3 without rotating it.

To then urge the vehicle in the turn thus andriver turns the wheels right, that is drives the tube 3 in a clockwise rotation. The friction exerted by the tube upon the spring 36 again remains without effect, because the hand-lever 2B is stopped by abutment of its arm 23 against the right-hand end 24 of the slot 24 in the casing I.

The turn having been completed, the driver restores the steering gear of the vehicle to its straight-line drive condition, the rotation imparted by the driver through the wheel to the tube 3 is operative to frictionally drive the spring 36 in a counter-clockwise direction and thus to return the lever of the switch to its intermediate inoperative position in which it is latched, while the contact finger 3 l32 is restored and replaced upon the insulating part 37 separating the contact strips [2 and I6, whereby the control circuit for the right-hand turn indicator is broken and this indicator put out of action.

The switch has therefore once again been restored to its inoperative position without the driver intervening. Friction of the spring 36 against the tube 3 being too weak to move the hand-lever out of its latched position, the switch again remains in its inactive position regardless of any movements of the movable tube 3.

If for any reason, the driver, after having actuated the switch in either direction, gives up the idea of turning in that direction, he merely needs restore the switch manually to its initial position in which it is again latched through engagement of the contact finger 21-48 under the action of the spring 30 in the hole 29.

6 What I claim is:

In a control switch for turn indicators in motor vehicles, a casing of insulating material provided with a central perforation for surrounding the fixed tube of the steering gear of the vehicle, means for fixedly mounting said casing on said fixed tube, an actuating member provided with a double-armed rocking lever pivotally mounted within said casing, contact fingers fitted on each arm of said lever, a supplying contact plate fitted within said casing provided with a perforation engaging one of said fingers when said actuating member is in inoperative position, contact terminals fixedly mounted within said casing and adapted to engage respectively the other finger when said actuating member is pivoted to the left and to the right, and a coil-spring rolled round a portion of the periphery of the movable tube of said steering gear for frictionally engaging said tube and the ends of which are fitted to said arms.

CHARLES HILAIRE HENRI RODANET.

REFERENCES CITED The following references are of record in th file of this patent:

UNITED STATES PATENTS Number Name Date 1,584,761 Fischer May 18, 1926 1,760,488 Gallinant May 27, 1930 2,296,585 Tobias Sept. 22, 1942 

